Adsorption System

ABSTRACT

An adsorption system can be used as part of a climate control system in a vehicle or in any other space requiring heating or cooling.

CLAIM OF PRIORITY

This application claims priority to provisional U.S. Patent ApplicationNo. 61/549,973, filed Oct. 21, 2011, which is incorporated by referencein its entirety.

TECHNICAL FIELD

The invention relates to an adsorption system that can be used as partof a climate control system in a vehicle.

BACKGROUND

Many electric vehicles incorporate climate control systems originallydeveloped for traditional vehicles. These climate control systems oftenrely on a vapor compression cycle, which necessitates a compressor. In atraditional vehicle, the compressor is driven by a pulley attached to aninternal combustion engine. But in an electric vehicle, there is noengine, so the compressor must be driven by an electric motor powered bya battery. The power consumption of this electric motor can besignificant. In fact, operating the climate control system can produce anoticeable decrease in the range of the electric vehicle. Despite recentadvances in sustained power delivery, weight, and overall capacity ofelectric batteries, their energy storage densities remain much lowerthan gasoline and other liquid fuels. Consequently, relying on thebattery to power the vehicle's climate control system is not a practicalsolution when developing an electric vehicle with enhanced range.

SUMMARY

In one example, an adsorbent bed can include a plurality of plates, alayer including an adsorbent material adjacent to a portion of at leastone plate, and a plurality of passages between the plates. The platescan be arranged in a stack and hermetically sealed. The adsorbentmaterial can include a zeolite, biporous zeolite, or metal oxideframework. The adsorbent material can include 13X, MCM-41, MFI, VPI-5,MOF-199, Mg-MOF-74, ZIF, MOF-5, MOF-177, MOF-210, graphite flakes,carbon nanotubes, or a combination thereof. The absorbent material canbe configured to adsorb and desorb a fluid comprising water. The layercan have a thickness in the range of about 0.1-20 mm. The layer can havea thickness in the range of about 1-5 mm. The first plate can have araised perimeter extending in a first direction perpendicular to a topsurface of the first plate. The first plate can have a plurality ofholes arranged along the top surface and a raised portion surroundingeach hole and extending from the plate in a second direction oppositethe first direction. The raised perimeter and the top surface of thefirst plate can define a volume for receiving the layer. A second platesimilar to the first plate can be included in the bed, and each raisedportion surrounding each hole in the first plate is joined to eachraised portion surrounding each hole in the second plate. The raisedportions surrounding each hole in the first and second plates can bejoined by a spot welded joint or a brazed joint. A raised perimeter ofthe second plate can be joined to a raised perimeter of a third plate.The raised perimeters of the second and third plates can be joined by aseam weld to provide a hermetic seal.

The plurality of plates can form a plurality of internal fins confinedwithin a housing. The housing can provide thermal communication betweenthe internal fins and a plurality of external fins.

In another example, a climate control system can include an output of afirst adsorbent bed fluidly connected to an input of a condenser, anoutput of the condenser fluidly connected to an input of a firstreservoir, an output of the first reservoir fluidly connected to a firstexpansion valve, the first expansion valve fluidly connected to an inputof an evaporator, and an output of the evaporator fluidly connected toan input of the first adsorbent bed. The system can also include anoutput of a second adsorbent bed fluidly connected to the input of thecondenser, the output of the condenser fluidly connected to an input ofa second reservoir, an output of the second reservoir fluidly connectedto a second expansion valve, the second expansion valve fluidlyconnected to the input of the evaporator; and the output of theevaporator fluidly connected to an input of the second adsorbent bed.

In yet another example, the first adsorbent bed can be configured tobecome operational upon opening the first thermal expansion valve,thereby allowing a fluid to pass through the evaporator before enteringthe first adsorbent bed. The system can be configured to allow to thefluid to pass from the first adsorbent bed through the condenser and thefirst reservoir before returning to the first expansion valve. Thesecond adsorbent bed can be configured to become operational uponopening the second thermal expansion valve, thereby allowing the fluidto pass through the evaporator before entering the second adsorbent bed.The system can be configured to allow fluid to pass from the secondadsorbent bed through the condenser and the second reservoir beforereturning to the second expansion valve. In this example, the firstadsorbent bed can include a plurality of plates, a layer including anadsorbent material adjacent to a portion of at least one plate, and aplurality of passages between the plates. The plates can be arranged ina stack and hermetically sealed. The adsorbent material can include azeolite, biporous zeolite, or metal oxide framework. The adsorbentmaterial can include 13X, MCM-41, MFI, VPI-5, MOF-199, Mg-MOF-74, MOF-5,MOF-177, MOF-210, graphite flakes, carbon nanotubes, or a combinationthereof. The fluid can include water. The fluid can also containammonia.

In one example, a method for cooling a vehicle can include releasing afluid from a reservoir through a thermal expansion valve, passing thefluid from the thermal expansion valve through an evaporator and into anadsorbent bed, thereby causing the temperature of the evaporator todecrease, and passing air over the evaporator and into a vehicle cabinto cool the vehicle cabin. The method can further include cooling theadsorbent bed to maintain the adsorbent bed at an allowable operatingtemperature. The adsorbent bed can include an adsorbent materialcomprising 13X, MCM-41, MFI, VPI-5, MOF-199, Mg-MOF-74, MOF-5, MOF-177,MOF-210, graphite flakes, carbon nanotubes, or a combination thereof.

In another example, a method for heating a vehicle can include releasinga fluid from a reservoir through a thermal expansion valve, passing thefluid from the thermal expansion valve through an evaporator and into anadsorbent bed, thereby causing the temperature of the adsorbent bed toincrease, and transferring heat from the adsorbent bed into a vehiclecabin to heat the vehicle cabin. The method can further includemaintaining the temperature of the evaporator above the freezing pointof the fluid. The temperature of the evaporator can be maintained abovea freezing point of the fluid by providing heat to the evaporator from aheat source comprising ambient air, waste heat, an auxiliary heater, orany combination thereof.

In still another example, a method for controlling vehicle climate caninclude operating a first climate control system having a firstadsorbent bed until a first reservoir of fluid is depleted, deactivatingthe first climate control system when the first reservoir of fluid isdepleted and activating a second climate control system comprising asecond adsorbent bed, and replenishing the first reservoir with fluidwhile the second climate control system is activated. The method canfurther include operating the second climate control system until asecond reservoir of fluid is depleted, deactivating the second climatecontrol system when the second reservoir of fluid is depleted,reactivating the first climate control system, and replenishing thesecond reservoir with fluid while the first climate control system isoperating. The first climate control system can include a plurality ofplates, a layer including an adsorbent material adjacent to a portion ofat least one plate, and a plurality of passages between the plates. Theplates can be arranged in a stack and hermetically sealed. The adsorbentmaterial can include a zeolite, biporous zeolite, or metal oxideframework. The adsorbent material can include 13X, MCM-41, MFI, VPI-5,MOF-199, Mg-MOF-74, MOF-5, MOF-177, MOF-210, graphite flakes, carbonnanotubes, or a combination thereof.

DESCRIPTION OF DRAWINGS

FIGS. 1A-1C are schematics of an exemplary thermal adsorption system.

FIG. 2 is a schematic of an adsorption cycle operating in a coolingmode.

FIG. 3 is a schematic of an adsorption cycle operating in a heatingmode.

FIGS. 4A-4D are diagrams of two fabrication processes for the adsorbentbed.

FIG. 5 is a schematic illustration describing a unit cell for onedimensional transient analysis of heat and mass transfer.

FIG. 6A shows temporal and spatial profiles of temperature for a onedimensional transient analysis of heat and mass transfer. FIG. 6B showstemporal and spatial profiles of vapor concentration.

FIGS. 7A-7B show results from a one dimensional transient analysis ofheat and mass transfer.

FIGS. 8A-8B are schematic diagrams of representative designs ofadsorption beds that isolate vapor and adsorbent from the ambient air.Heat generated during adsorption is transferred via (FIG. 8A) extendedsurfaces and forced air convection, and (FIG. 8B) internal flow using aliquid combined with an intermediate heat exchanger (not shown). Thedimensions shown in FIGS. 8A-8B are exemplary only, and are not in anyway limiting.

FIG. 9A shows, for the design of FIG. 8A, the vapor temperature (K) andrequired vapor uptake (wt. %) to dissipate 4.5 kW as a function of thelength of internal fins (m). FIG. 9B shows, for the design of FIG. 8A,vapor temperature (K) and pumping power (W) for air circulation as afunction of the length of the external fins (m).

FIG. 10A shows, for the design of FIG. 8B, the variation of average bedtemperature (° C.) as a function of the overall length of the bed (m).FIG. 10B shows, for the design of FIG. 8B, the required vapor uptake(wt. %), as a function of the overall length of the bed (m).

FIGS. 11A-11C are schematic diagrams of an adsorption bed.

FIG. 12 shows temperature distribution as a function of time along twocross-sections located at the boundaries of the bed denoted by thedotted lines in the inset. The upper panel shows the temperaturevariation at the adsorbent-vapor interface; the lower panel shows thetemperature variation at the adsorbent-metallic fin interface.

FIG. 13 shows (left panel) the net rate of vapor adsorption, and (rightpanel) the net rate of heat dissipation at the bed for the first 30minutes of bed operation.

FIG. 14 shows a comparison of analytical model and experiments todetermine the rate of vapor adsorption within zeolite 13X crystals.

FIG. 15 shows variation in the fractional mass uptake and relativehumidity within the TGA chamber.

FIG. 16 shows a cross section of zeolite 13X loaded onto a custom-builtsample tray to mimic the geometry of a zeolite layer in the a completeadsorption bed.

FIG. 17 shows the temperature profile across the cross-section of thezeolite layer captured using an IR camera at different time points.

FIGS. 18A and 18C show heat flow and coolant/antifreeze routing,respectively, for the ATB cabin cooling mode. FIGS. 18B and 18D showheat flow and coolant/antifreeze routing, respectively, for the ATBcabin heating mode.

FIG. 19 is a schematic diagram of coolant routing for a monolithicallyintegrated ATB heat pump during system recharge.

FIG. 20 shows estimated adsorbent mass percent uptake requirement as afunction of adsorbent density and thermal conductivity, with four 0.6 cmadsorbent coolant tubes mounted with 0.7 mm fins, and with an adsorptionsite temperature of 80° C.

FIG. 21 shows predicted adsorption site temperature on anadsorbent-bearing fin tube for 4 radially symmetric fins. The maximumtemperature was held to 80° C., the coolant flow is at the systemaverage of 70° C. through 0.6 cm pipes, and the fin thickness was 0.7mm. The figure shows simulations for four different adsorbent thermalconductivities, and gives the resulting adsorbent layer thickness t_(ad)that was required to keep the maximum temperature below 80° C. Thevertical axis denotes millimeters, while the horizontal axis denotesmeters.

DETAILED DESCRIPTION

Climate control systems in electric vehicles (EVs) can be inefficientand can place a significant demand on the vehicle's battery. Resistiveheaters are commonly used for heating, and these heaters have acoefficient of performance (COP) that can never exceed unity. Forcooling, vapor compression cycles are commonly used and rely onelectrically-driven compressors. These systems have COPs between 1.6 and2.2. The high energy demands of these systems result in rapid depletionof the vehicle's battery. As a result, driving range of the EV can bereduced by 30% or more.

In view of the foregoing, it is desirable to have an effective andefficient thermal system for climate control of an electric vehicle(EV). Desirable attributes for the thermal system include, for example,a high cooling rate, high heating storage capacity, fast charging time,and negligible self-discharge. It can also be desirable to have a systemthat is compact and lightweight, thereby promoting overall efficiency ofthe EV. To these ends, the thermal system can incorporate an adsorptivecycle, which uses substantially less battery power than existing systemsand, consequently, increases driving range of the EV.

The system described herein can store thermal energy while the vehicleis not in operation, such as during charging of the vehicle's electricalbattery. Due to the large thermal capacity of the system, it can provideclimate control of a vehicle cabin over an extended period of time thatmatches the typical drive period of an EV vehicle with minimalelectrical power input from the on-board electrical battery. As aresult, the operational COP can far exceed conventional systems. In oneexample, the system can have an operational COP of about 16.7 for ascenario of steady state operation with a heating or cooling rate of 2.5kW and an electrical input to run the blower fan of about 150 W. ThisCOP far exceeds COPs of existing climate control systems.

In one example, the thermal system can include an adsorbent material.The adsorbent material can include a high-adsorption nanostructuredmaterial, which can have high adsorption capacities at low relativepressures. The adsorbent material can have a 20-80 wt % of wateradsorption, or higher, at relative pressure of 0.1-0.8, e.g., <0.2, andcan have sorption rates ranging from 0.2-0.8 kg_(w)/kg_(a)hr, orgreater. The adsorbent material can adsorb a heat transfer fluid, suchas, for example, water. The adsorbent material can be deposited as alayer on one or more plates, e.g., metal plates. The metal plates can bearranged in a stack and joined by welding or brazing to form anadsorbent bed that can be hermetically sealed. The adsorbent bed cansignificantly enhance heat transfer between the bed and a cross flow byincluding a plurality of cross-flow channels between the plates. Thethermal resistance of each layer can be influenced by adjusting thethickness of the layer; a thinner layer can provide lower thermalresistance. As a result, this system provides a low-cost and scalabledesign for cooling and heating an electric vehicle on demand. The metalplates can include any suitable metal, such as aluminum, having arelatively high thermal conductivity. Other suitable materials for theplates can include copper, alloys, or even non-metals having sufficientthermal conductivity.

An example of a thermal adsorptive system is shown in FIG. 1. FIG. 1 ashows a vapor manifold into which vapor flows. FIG. 1 b is a shows acutaway of the manifold, illustrating a stack of plates having layersincluding an adsorbent material. The plates in FIG. 1 b are shown with aseries of holes, which are aligned to provide vapor flow channels withinthe stack. A heat transfer fluid can flow in the vapor channels andthereby come in contact with the layers including the adsorbentmaterial. Because the stack is hermetically sealed, cooling air can flowbetween the plates without contacting or mixing with the heat transferfluid, and the heat transfer fluid is contained within the stack.

As shown in FIG. 1 c, the thermal system can include a two-bed designthat increases operating time of the system. The system includes twoindependent systems, where the first system includes a first bed and thesecond system includes a second bed. The first bed can be used while thesecond bed is being charged and vice versa. As a result of the two-bedconfiguration, the system can provide continuous functionality, evenwhen one of the reservoirs has been depleted of fluid. In a passengervehicle application, the first and second systems can each have acapacity of, for example, about 1.25 kWh each, so if one reservoirbecomes discharged after providing cooling or heating, the other bed canimmediately become operational.

In the example described above, the overall system may have a COP of0.55-0.7. Although the overall COP of the cycle for heating and coolingis low, the COP is very high while the EV is in operation, because theonly energy input to the system is through fans or blowers. Assumingthat fans or blowers consume about 0.15-0.3 kW of battery power in 1hour, the cooling COP is about 8-17 based on a cooling capacity of 2.5kWh. The same analysis can be applied during heating, where an ambienttemperature above 0° C. leads to a maximum heating COP of about 17.

Alternative designs for the absorption bed are shown in FIGS. 8A and 8B.The designs in FIGS. 8A and 8B can provide good reliability inmaintaining a hermetic seal. Additionally since both sides of the metalsubstrates can hold adsorbents, a larger mass of adsorbent can be packedin the bed. The dimensions shown in FIGS. 8A-8B are exemplary only, andare not in any way limiting.

FIG. 8A represents an adsorption bed to transfer heat directly from thesource to the cabin air by using extended surfaces (labeled “fins” inFIGS. 8A-8B). The design allows fabrication of the bed usingconventional machining (e.g., milling) of a single metal block, whichcan reduce or eliminate the interfacial thermal resistance introduced bysoldered or welded joints. The vapor flow passes over the internal fins,while external air is in contact with the external fins. The internaland external fins are designed to promote diffusion of the vapor phasewithin the bed and the heat transfer from the bed to the cabin air.

FIG. 8B shows a design based on internal flow of a liquid coolant. Aliquid cooling based bed design can be easily manufactured usingpre-built, finned-tube structures and a monolithic sealed vapormanifold. The liquid-cooled approach also offers the flexibility in thebed's external geometry, a distinct advantage for integration withcrowded vehicle engine compartment and the additional option to providebattery thermal management. The advantages of the liquid-cooled bedshould be balanced against the extra weight and power required tocirculate coolant, as well as the effects of a separate liquid-air heatexchanger (heater core).

As shown in FIG. 1 c and FIG. 2, the first and second beds can be partof two parallel systems. In the first system, an output of the firstadsorbent bed (ATB bed) can be fluidly connected to an input of acondenser, and the output of the condenser can be fluidly connected toan input of a first reservoir (R1). An output of the first reservoir canbe connected to a first thermal expansion valve (TXV) that is fluidlyconnected to an input of an evaporator. The output of the evaporator canbe fluidly connected to an input of the first adsorbent bed. Inaddition, the first system can include a first valve between the firstadsorbent bed and the condenser, a third valve between the condenser andthe first reservoir, and/or a sixth valve between the evaporator and thefirst adsorbent bed.

As shown in FIG. 1 c and FIG. 2, and similar to the first system, thesecond system can include an output of a second adsorbent bed fluidlyconnected to the input of the condenser, and the output of the condensercan be fluidly connected to an input of the second reservoir (R2). Anoutput of the second reservoir can be connected to a second thermalexpansion valve that is fluidly connected to the input of theevaporator. The output of the evaporator can be fluidly connected to aninput of the second adsorbent bed. In addition, the second system caninclude a second valve between the second adsorbent bed and thecondenser, a fourth valve between the condenser and the secondreservoir, and/or a fifth valve between the evaporator and the secondadsorbent bed.

During a cooling mode, illustrated in FIG. 2, the first expansion valvecan open to allow the heat transfer fluid to pass from the firstreservoir to the evaporator en route to the first adsorbent bed. In FIG.2, the heat transfer fluid is depicted as water; other suitable heattransfer fluids may be used. Evaporation of the fluid in the evaporatorcan cause the temperature of the evaporator to decrease. In one example,the temperature of the evaporator may decrease to a temperature slightlyabove the freezing point of the fluid; e.g., about 3° C. for water.Ambient air, or air from the vehicle cabin, can be directed over theevaporator to chill the air, which can then be delivered to the vehiclecabin to provide cooling to the vehicle interior. The vaporized fluidpasses from the evaporator into the first bed. As the fluid vapor isadsorbed within the first bed, the temperature of the bed can increase.To maintain the first bed at an allowable operating temperature, andthereby avoid performance degradation, it may be desirable to providecooling to the first bed. Any suitable method of cooling can beemployed, such as air cooling or liquid cooling. For a vehicle that isbeing driven at suitable speeds, ambient air can be deflected into thefront vehicle bay to provide cooling of the adsorbent bed. The secondsystem can operate similarly to the first system while in a coolingmode.

During the cooling mode, a coolant can be chilled by circulating incontact with the evaporator. From there, the coolant can be circulatedthrough a cooling jacket of the electrical battery. In one example, theelectrical battery can be a lithium-ion battery that has atemperature-dependent performance. Accordingly, cooling the battery canimprove performance and longevity of the battery and thereby improvevehicle range. In this way, the system can provide temperature controlto vehicle systems (e.g., the vehicle battery) other than climatecontrol for the vehicle interior.

During a heating mode, illustrated in FIG. 3, the first expansion valvecan open to allow fluid to pass from the first reservoir to theevaporator en route to the first adsorbent bed. In FIG. 3, the heattransfer fluid is depicted as water; other suitable heat transfer fluidsmay be used. As the fluid vapor is adsorbed within the adsorbentmaterial in the first bed, thermal energy is given off, the temperatureof the bed can increase. In one example, air is passed over the firstbed to heat the air, which can then be delivered to the vehicle cabin toheat vehicle interior. Alternately, any other heat transfer method canbe employed. Evaporation of the fluid in the evaporator can cause thetemperature of the evaporator to decrease. To maintain the temperatureof the evaporator above a freezing point of the fluid, it may benecessary to heat the evaporator. In one example, this can includepassing ambient air over an external surface of the evaporator.Alternately, any other suitable method of heating the evaporator can beused, such as providing waste heat from the vehicle's battery, orelectric motor, or from an auxiliary heater. The second system canoperate similarly to the first system while in a heating mode.

During the heating mode, waste heat from the radiator can be routed tothe evaporator via air flow through the motor bay. This energy can betransferred to the adsorbent beds where the heat is upgraded during theadsorption process, simultaneously increasing temperature and releasingfurther heat, and can be routed back to the blower unit via air flowthrough the motor bay. The heat can then be used to provide cabinheating. By incorporating a PTC heater with the evaporator, frosting ofthe evaporator can be avoided.

Charging of the system occurs when fluid is returned from the adsorbentbed to the reservoir. The system can be charged during a chargingsession, such as an overnight charging session. In one example, thesystem can be charged using resistive heaters. When the EV is pluggedinto a wall plug-in, one or more resistive heaters can be activatedwhile the vehicle's electrical battery is being charged. The resistiveheaters can encourage desorption of fluid from the adsorbent material inthe adsorbent bed. In one example, the heaters can be located betweeneach adsorbent bed and its respective fan unit, as shown in FIG. 1 c.The adsorbent material desorbs the heat transfer fluid at a rate that isdependent on bed temperature and heating rate. In one example, usingwater as the heat transfer fluid, for a maximum bed temperature of 150°C. and a heating rate of about 0.5-1° C./min, the charging time can beabout 1-4 hours.

Upon exiting the adsorbent bed, the fluid vapor migrates to thecondenser where it returns to a liquid phase before being collected inthe reservoir, as shown in FIGS. 2 and 3.

Heat generated in the condenser during charging can be managed via apumped liquid connection to the radiator, as shown in FIG. 1. At the endof the charging process, the first and second reservoirs will be chargedwith fluid, and valves in the system can be closed to retain the fluidin the reservoirs. By ensuring the reservoirs are full of fluid beforedeparting from the charging station, the usage of onboard electricalbattery power can be significantly reduced, especially in the case ofshort trips where recharging a reservoir may not be required.

The operating fluid in the system can be a single component or a mixtureof two or more components. In one example, pure water can be used as thefluid, since it has a high latent heat of evaporation and negligiblecost. In another example, a component such as ammonia can be added tothe water. The solution can contain approximately 1% ammonia by weight.One benefit of ammonia is that it reduces the freezing point of purewater, thereby making freezing less likely and extending functionalityof the system. However, if the fluid freezes within the system, thevehicle's electrical battery can power a heater to melt the solidifiedfluid. By heating the components of the system, the fluid can bereturned to a suitable operating temperature. Alternately, to preventfreezing from occurring in the first place, and thereby preventingresultant delays in climate control functionality, a control system canemployed. The control system can monitor the temperature of the fluidwithin each component of the system and provide sufficient heat to thecomponent to maintain each component's temperature above the freezingpoint of the fluid. In one example, the control system can include amicroprocessor, thermocouples or other suitable temperature measurementdevices, and one or more heating devices capable of maintaining thetemperature of the components above the freezing point of the fluid. Inanother example, a pump can be used to circulate fluid within thereservoir to further inhibit freezing.

The adsorbent material within the adsorbent bed is a key component ofthe adsorption system. It is desirable to use a material with lowthermal and mass diffusion resistances. It is also desirable to use amaterial that has a high adsorption capacity for the heat transferfluid. High adsorption capacity is related to the surface area, poresize and relative strength of the adsorption sites. While commonly usedadsorbents of water include zeolite 13X and silica gel, these materialshave relatively low adsorption capacities of at saturation conditions.For example, they may have adsorption capacities of less than 30% byweight. In the system described herein, it is desirable to have anadsorption capacity that is higher than 30% at low relative pressures.For example, it can be desirable to have an adsorption capacity near 80%by weight at a relative pressure below 0.2 atm. To achieve highadsorption capacities for water, porous materials with high surfaceareas and small pore diameters, such as less than 2 nm, are needed.

The adsorbent material can include a zeolite, a biporous zeolite, ametal oxide frameworks (MOF), or any other nanostructured material.Biporous zeolites can include MCM-41, which can be synthesized fromVPI-5 zeolite nanoparticles to achieve high adsorption capacitiesapproaching and exceeding 80% by weight for water. MCM-41 zeolites aremesoporous sieves that can have surface areas greater than 1000 m²/g andpore diameter of about 3 nm. MCM-41 is commercially available throughsuppliers such as Tianjin Chemist Scientific Ltd. and Sigma-Aldrich.MCM-41 can be synthesized using a liquid-crystal ‘templating’ mechanismin which the silicate material forms inorganic walls between orderedsurfactant micelles. VPI-5 is an ALPO-type zeolite with pore diametersof about 1.2 nm and has a higher water adsorption capacity than commonlyused zeolite such as 13X. In addition, an adsorbent material made ofVPI-5 zeolites can desorb all of its water at temperatures as low as 55°C. at varying desorption rates compared to that of zeolite 13X.Synthesizing MCM-41 from VPI-5 nanoparticles having nominal porediameters of less than 2 nm can significantly enhance water adsorptioncapacity. Synthetic procedures for VPI-5 and MCM-41 are well documented.

As noted above, the adsorbent material can include a biporous zeolite.Biporous zeolites can be created using VPI-5 nanoparticles as structuralmaterial in the synthesis of MCM-4. The resulting biporous zeolites canhave a large surface and a nominal pore diameter of about 1.5-2 nm.Consequently, the biporous zeolites provide an adsorbent material thathas improved adsorption and transport properties when compared to commonzeolites, such as zeolite 13X.

As noted above, the adsorbent material can include a MOF. MOFs can havestrong water binding sites while also maintaining storage space and ahydrophilic micropore environment. These MOFs can be highly porous,crystalline materials that are constructed from metal oxide and rigidorganic molecular building blocks. The concept of reticular chemistry(of combining specific organic linkers and inorganic secondary buildingunits) has been used to engineer an exceptionally porous MOF calledMOF-210. MOF-210 has the highest BET and Langmuir surface areas (6,240and 10,400 m²/g, respectively) and the largest pore volume (3.6 cm³/g)among any crystalline porous solid currently known. In addition, highlyporous MOFs, such as MOF-5, MOF-177, and MOF-210 exhibit impressive gas(H₂, CH₄, and CO₂) uptake capacities. Accordingly, the adsorbentmaterial in the adsorbent bed can include any MOF, such as MOF-5,MOF-177, MOF-199, Mg-MOF-74, or MOF-210.

The structure of MOFs can be modified at the molecular level bymodifying pore diameter, polarizability, and hydrophobicity. Thesemodifications can result in high water adsorption capacity andreversible storage at room temperature. During the adsorption process,water is bound to the adsorbent material through physiosorption. In oneexample, a MOF can be synthesized using a multi-topic carboxylic acid,which is an organic building block. This organic building block can bedissolved or dispersed in an aqueous or organic solvent with a metalsalt and heated. In one example, the heating can last for about 5-72hours upon which a single or polycrystalline material is obtained fromthe reaction mixture. Parameters such as temperature, time, reactionvessel, reactant stoichiometries, solvent polarity and pH can beadjusted to influence the reaction. Using these methods, new topologiesand optimized crystallization conditions for synthesis of isoreticularmaterials (based on a given topology) have been discovered. Exemplarymaterials are described by Yaghi and coworkers in, for example, U.S.Pat. Nos. 7,662,746; 7,652,132; 7,524,444; 7,309,380; 7,196,210;6,930,193; 6,929,679; 6,893,564; and 5,648,508; each of which isincorporated by reference in its entirety. See also U.S. patentapplication publication nos. 2010/0186588; 2007/0202038; 2006/0252641;2006/0185388; and 2005/0192175; each of which is incorporated byreference in its entirety.

Stable and robust frameworks can be synthesized by combining metal ionsand organic linkers to provide strong metal-organic bonds. Since acrystalline MOF is generally synthesized through a reversible reaction,the metal-organic bond strength is moderate. For example, zeoliticimidazolate frameworks (ZIFs) that are replete with metal ions linkedwith aromatic imidazolates. The electronic characteristics of ZIFs canbe tuned to enhance its capacity for binding water. Additionally, ZIFshave high thermal and chemical stability that can serve as a possibleadsorbent material in the adsorbent bed.

The adsorbent beds can have any suitable configuration and can beconstructed using any suitable manufacturing process. The adsorbent bedscan include a plurality of metal plates. FIG. 4 a illustrates oneexample of a metal plate. FIG. 4 b shows the same plate with a layerincluding an adsorbent material. The plates can be arranged in a stackand seam-welded to provide a hermetic seal. In a first example, twopunched and pressed metal plates are brought together and joined by, forexample, a spot welded joint where the raised portions meet, as shown inFIG. 4 c. Each plate can be formed through a punching and pressingprocess. During the pressing process, the plate is pressed along a topsurface to produce a raised perimeter extending upward. During thepunching process, a series of holes along the length of the metal plateare produced by punching, which results in raised portions extendingfrom a bottom surface of the plate as an artifact of the punchingprocess. By flipping a second plate with respect to a first plate, theraised portions of the adjacent plates can be aligned and mated throughwelding, brazing, or any other suitable process. As a result, the joinedraised portions define air flow passages between the adjacent plates.The raised portions also provide mechanical support to the adsorbent bedas a whole. Thin layers including an adsorbent material are deposited ona portion of each metal plate. For instance, the layer can be depositedwithin a volume defined by a top surface and a raised perimeter of theplate. In one example, the layer can have a thickness in a range ofabout 0.10-20 mm, of about 0.5-10 mm, of about 1-5 mm, or of about1.5-2.5 mm.

In a second example, the thin adsorbent layers can first be deposited oneach metal plate, as shown in FIG. 4 d. The perimeters of adjacentplates can then be joined by, for example, a seam-welded joint. Theprepared modules can then be stacked together with brazing fillerslocated between the raised portions. Finally, the stack of plates can beheated, while maintaining pressure on the stack, to melt the brazingfiller and provide a hermetic seal. The stack can include an inletmanifold and an exit manifold. The manifolds allow the stack to befluidly connected to the system. As a result of the manufacturingprocess, the contacting boundary between each manifold and the stacks isseam-welded and hermetically sealed. In one example, brazing can beperformed at a temperature of about 400-970° C. in an environment ofhydrogen and nitrogen (5% and 95%, respectively), or in a vacuumenvironment, while applying about 60 kN/m² pressure to the stack.

It is desirable for the adsorbent material to have good heat transferproperties. This prevents adsorption and desorption processes from beingincomplete and also improves the system's efficiency. However, it hasbeen found that adsorbents (e.g., zeolites or single crystalline MOFs)have low thermal conductivity (˜0.3 W/mK). Besides the intrinsic lowthermal conductivity of adsorbents, interfaces between crystallinestructures can also present large thermal resistance. In order toenhance the thermal conductivity and mechanical strength of adsorbentlayers, a binder can be incorporated into the material. The binder canhave a higher thermal conductivity than the adsorbent material. Onesuitable binder material is carbon. For example, graphite flakes orcarbon nanotubes (CNTs) that have high thermal conductivity can beincorporated into the adsorbent layers. These carbon components canconduct heat from the adsorbents to the final heat transfer surfaces,such as the outer surfaces of the adsorbent beds. See, for example,Zheng, Gao, and Chen, WO 2011/084481, “Electrically and/or ThermallyConductive Suspensions Including Graphite Microfluids,” which isincorporated by reference in its entirety. See also Zheng, Gao, andChen, U.S. patent application publication nos. 2011/0220841 and2011/0140033, each of which is incorporated by reference in itsentirety.

Carbon can be incorporated into the thin adsorbent layers through anysuitable method. In one example, carbon-based binders are mixed withadsorbent powders. In particular, graphite flakes or CNT binders can bemixed with adsorbent powders and mechanically stirred. After stirring,the mixture can be deposited on the metal plates of the stack. Finally,the mixture can be thermally treated at a high temperature to solidifythe adsorbents. The addition of carbon-based binders can result in abouta 50% increase in effective thermal conductivity by adding up to 10%graphite by volume into Zeolite 4A using this approach, and pore volumechanges less than 10%.

In another example, adsorbent materials can be directly synthesized on agraphite flake network fabricated through a phase change process. Duringa process, the graphite flakes can be dispersed into a liquid. Through aliquid-to-solid phase change, a network with percolated graphite flakescan be established. By evaporating the base material, a clean graphiteflake network is obtained which the zeolite/MOF structures can bedirectly synthesized in or infiltrated into.

Graphite-based additives can improve thermal conductivities in bothliquid and solid phases. In one example, exfoliated graphite can beobtained by microwave expansion and, by adding as little as 1% graphiteby volume, thermal conductivity can be enhanced by about 150-250%. Thisincreased thermal conductivity can result from percolation of graphiteflakes. During the liquid-to-solid phase transition, graphite flakes canbe pushed to grain boundaries and the stresses generated can furtherreduce the contact resistance between graphite flakes, leading to evenhigher thermal conductivity enhancement. Thermal conductivity of thepercolated graphite structures can be improved by varying the thicknessand size of the graphite flakes.

In addition to thermal conductivity, mass diffusivity is also greatlyimproved by adding nanoparticles into fluids. For example, massdiffusivity may increase by about 600%. An increase in mass diffusivityallows the adsorption and desorption processes to be sped up. Byallowing for more rapid desorption, the charging time required to desorbthe fluid and refill the reservoir can be reduced.

Organic binders can be added to the adsorbent material. For example,organic pore-forming binders such as melamine and hydroxyethyl-cellulosecan be added to improve the material's mass transfer. These organicbinders can be used to enhance the binding strength in the early stageof a formation process and can also be used to increase the porosity ofthe final product by burning them off during a thermal process.

In one example, the total pressure drop across the system can beestimated by assuming the entire flow path is saturated at a particulartemperature; for example, about 3° C. in the case where water is theheat transfer fluid. It can be assumed that the water vapor transfer inadsorbent structures is mainly influenced by the intercrystallinemacropores, where the diameter of pores is about 1 μm. The pressure dropacross the adsorbent layers is estimated using a Knudsen diffusionequation since the mean free path of water vapor molecules (>10 μm) ismuch larger than the pore size at low pressures. Darcy's law is appliedto determine the pressure drop, where permeability is about 5×10⁻¹² m².The mass/volume flux through the adsorbent layer is assumed to linearlydecrease with diffusion distance due to ongoing adsorption events. Thevapor pressure drop in other vapor header lines is estimated usingDarcy-Weisbach equation.

In another example, in order to provide a 2.5 kW cooling rate, 4.2 kW ofheat needs to be dissipated from the bed when the COP is about 0.6. Theconduction resistance across the adsorbent layer can be estimated byassuming that the effective thermal conductivity of the adsorbent/binderlayer is about 0.35 W/mK. The convective resistance between the coolingair flow and the stack plates can be estimated from a Dittus-Boelterequation, and the temperature rise of the cooling air flow is set to beabout 2° C.

While the foregoing disclosure describes a thermal system capable ofproviding climate control for a vehicle cabin, the system is not limitedto this use. For instance, the thermal system can be used to provideclimate control within any space, such as a home or building. Moreover,it can also be used for any other application that requires portable orfixed heating or cooling, indoors or outdoors.

EXAMPLES

Transient Analysis of the Adsorption Bed

A one-dimensional, transient analysis of heat and mass transferoccurring within the adsorption bed was carried out to determine theperformance as a function of time for typical operating conditions andgeometric parameters of the ATB (FIG. 5). The analysis utilized thethermophysical properties of conventional, commercially availablezeolite 13X as the adsorbent. Furthermore, the analysis assumed fixedboundary conditions, i.e., the vapor pressure in contact with theadsorption bed was maintained at 500 Pa. The adsorbent was assumed to beat 295 K initially and the air side temperature was also fixed at 295 K.This analysis can also be implemented for other adsorbents and differentgeometric and operating conditions.

For the chosen geometric and operational parameters, the variation intemperature and concentration within the bed indicated that theadsorption process can dramatically change with time, which is evidentfrom FIG. 6. The spatial coordinates shown in FIGS. 6A-6B werenormalized with respect to the total thickness of the bed. Consequently,the boundaries x=0 and 1 represented the air and vapor side,respectively, which is also highlighted in FIG. 5. FIG. 6A shows aninitial rise in the temperature profile of the bed within the first fewminutes of bed operation. This represented the effect of heat generationwithin the bed due to vapor adsorption. The rate of heat generationcontrolling the temperature distribution depended on the variation ofvapor concentration across the bed (FIG. 6B). The maximum temperaturewithin the bed was expected at the boundary facing the vapor channel(x=1), since this boundary was effectively insulated (due to facesymmetry with adjacent unit cell). On the other hand, the minimumtemperature was expected on the side exposed to forced convection due tocabin air flow (x=0). The variation of heat flux dissipated to the cabinair from the bed as a function of time is shown in FIGS. 7A-7B. Theresults showed the effect of the heat of adsorption and average airtemperature, respectively. Clearly, the amount of heat transferred fromthe bed to the cabin air over time depended on the temperature variationwithin the bed, which directly affected the system performance.

In some situations, active control of vapor flow may be desirable,considering the transient nature of heat dissipation shown in theresults. In effect, flow modulation can promote efficient utilization ofthe adsorption bed to maximize the vehicle driving range with an activeclimate control to meet the cooling and heating loads within the cabin.

A study of the designs described above in FIGS. 8A-8B was carried out todetermine the geometric configurations yielding optimal performancewhile limiting the volume and weight of the adsorption bed.

To optimize the performance of the adsorption bed, the characteristicdimensions of both designs have to be carefully chosen. For example inthe first design of FIG. 8A, the effect of the length of internal finssupporting the adsorbent was investigated, and the results are shown inFIG. 9A. For a bed with a fixed total volume of 9 liters, heatdissipation of 4.5 kW and net weight under 8 kgs, as the length of theinternal fin is increased, a larger mass of adsorbent could be packedwithin the bed. The net vapor uptake required from a unit mass ofadsorbent can thus be reduced to 65% and the operational temperature ofthe bed can be maintained close to 90° C. if the internal fins are ˜5 cmin length.

On the other hand, FIG. 9B shows the effect of the length of theexternal fins on the characteristic bed temperature and pumping powerrequired to implement forced convection using confined air. The thermalresistance corresponding to the air side heat transfer was minimized bydesigning mini-channels, while maintaining the net pumping power withinpractical limits (˜100 W). The inset in FIG. 9B also illustrates theincrease in the net vapor uptake required to dissipate 4.5 kW as theexternal fins become longer.

In the case of the liquid-cooled adsorption bed illustrated in FIG. 8B,while limiting the total bed volume and desired power output, anadvantageous geometry had six individual cooling tubes with 0.3 mmadsorbent-mounting fins, each supporting two 1 mm thick adsorbentlayers, separated by a 1 mm gap for vapor transport. The finned-tubeswere 1.3 cm in diameter and supported an average coolant velocity of0.25 m/s, using 10 W for coolant circulation. See FIG. 10A. FIG. 10Bshows the required adsorbent mass percent vapor uptake and meanadsorption bed temperature as a function of the length of the bed. Themass of the system in this configuration scaled from 11.35 kg at the 10cm system length to 11.1 kg at the 25 cm system length, not includingthe additional mass of the coolant, piping, secondary heat exchanger andpump. With these additional components, the predicted system mass roseto 14.1 kg and the 2-bed volume to 21 liters.

Two-Dimensional Analysis of the Adsorption Bed

A two-dimensional, transient analysis of the design in FIG. 11 wascarried out to predict the rate of heat and mass transfer taking placeduring the adsorption of water vapor in a bed using zeolite 13X. Whilethe analysis can be carried out for any adsorbent, zeolite 13X wasconsidered since its adsorption characteristics and thermophysicalproperties were readily available in literature. Furthermore, zeolite13X showed higher vapor adsorption capacity in comparison to othercommercially available and inexpensive zeolites. This computationalsimulation of adsorption can determine the effect of various operationalparameters, such as vapor pressure, ambient air temperature, bedgeometry and thermophysical properties such as heat capacity, density,and thermal conductivity. FIG. 11 shows an overall design of theadvanced thermal battery (ATB). The isometric views in FIGS. 11A-11Bshow the overall bed geometry and the shape of a single stack,respectively. Since the an adsorption stack is symmetrically shaped, itcan be constructed from a unit cell, which represents one quarter of theentire stack. The geometry of the unit cell, which is utilized as aframework to predict the overall performance of the ATB is shown in FIG.11C.

The unit cell included the adsorbent layer (zeolite 13X), adsorbate(water vapor) and metallic fins (internal and external) as indicated inFIG. 11C. The internal fins held the adsorbent, and provided anefficient conduction path to transfer heat generated during adsorptionto the external fins, which dissipate the heat to airflow through forcedconvection. The geometric parameters were the width and the thicknessesof the adsorbent layer and the metallic fins.

In order to predict the performance of the bed, a uniform temperatureand a fully evacuated adsorbent layer was assumed as an initialcondition. Furthermore, during the operation of the bed, the boundariesof the adsorbent that are exposed to vapor were assumed to be maintainedat a constant vapor concentration. These boundaries were also assumed tobe insulated by virtue of symmetry of the unit cell. The external finsrepresented boundaries for heat transfer via forced convection. Forthese operating conditions, the temperature, vapor concentration andvapor uptake (adsorption) at any location within the bed can be obtainedas a function of time during the bed operation. For illustration, FIG.12 shows the variation in temperature along the two differentcross-sections along the length of the adsorption layer (as indicated bythe dotted lines in the insets for FIG. 12.

Starting from an initially dry condition and a uniform temperature of293.15 K (20° C.), the temperature of the bed rose to 70° C. withinfirst 3 minutes of bed operation due to the heat generated duringadsorption. Subsequently, the bed temperature decreased as the generatedheat was effectively dissipated to air. Since the adsorption capacity ofvarious adsorbents were found to decrease at higher temperatures, thebed should be maintained at a relatively low temperature to maximizevapor uptake.

FIG. 13 shows the variation of net rate of vapor adsorption and theoverall heat generated within the bed (FIG. 11). For a constant vaporpressure within an initially dry bed, both vapor adsorption and heatgeneration peaked during early stages of bed operation. They thendepreciated quite steeply, as the bed became saturated with vapor. Theaverage values of both vapor adsorption and heat generation usingcommercial zeolite 13X were less than targeted metrics. An average vaporadsorption rate of 3×10⁴ kg/s was sustained; a three-fold increase wouldmeet a target of 2500 W cooling. On the other hand, an average heatingload of only 974 W was sustained. Since the heat of adsorption ismarginally higher than the latent heat of evaporation, a ˜2.5× increasewould meet a target of 2500 W for EV heating.

Measuring the Intra-Crystalline Diffusivity of Zeolite 13X

The intra-crystalline diffusivity D in zeolite 13X can be a limitingfactor for mass transport inside the adsorption bed. Knowledge of D canbe important to accurately model vapor uptake in the adsorption bed. Anapproximate value for D can be obtained by measuring the transient vaporuptake response of zeolite 13X in the TGA vapor sorption analyzer, andcalculating it as a fitting parameter for the vapor uptake as a functionof time using the analytical model for intra-crystalline diffusion basedon Fick's law.

Analytical Model for Vapor Adsorption

Each zeolite particle was modeled as an array of uniform sphericalcrystals. Vapor diffusion between the zeolite crystals was assumed to beinstantaneous relative to the diffusion within the crystals.Additionally, the humidity in the TGA chamber was assumed to be a stepinput from 0 to a target value. The governing equation for vapordiffusion within the crystals is given by

$\frac{\partial C}{\partial t} = {D\left( \left( {\frac{\partial^{2}C}{\partial r^{2}} + {\frac{2}{a}\frac{\partial C}{\partial r}}} \right) \right.}$

where C is vapor concentration at time t, a is the particle radius (2μm), and r is radial coordinate.

For a step change in the humidity, the vapor concentration as a functionof time can be calculated using

$\frac{M_{t}}{M_{\infty}} = {1 - {\left( \frac{6}{\pi^{2}} \right){\sum\limits_{n = 1}^{\infty}\left\lbrack {\left( \frac{1}{n^{2}} \right)^{(\frac{{- D}\; n^{2}\pi^{2}t}{a^{2}})}} \right\rbrack}}}$

where M_(t) is the mass uptake at time t and M_(∞) is the maximum vaporuptake.

Comparison of the Analytical Model and Experimental Results

For three different humidity inputs, an exponentially saturating uptakeprofile was obtained, as shown in FIG. 14. The parameter D was found tobe 7×10⁻¹⁷ m²/s. A steeper initial slope of the model fit was mostlikely due to the delay in relative humidity forcing in the TGA chamber;while the model assumed that the relative humidity was a step input, inreality there was some latency in the chamber humidity spike, as shownin FIG. 15.

Infrared Adsorption Visualization

A quantitative measurement of transient adsorption processes was used tovalidate analytical models of adsorption heat and mass transfer, and canhelp in design of the adsorption bed. An infrared camera was used tomeasure the heat released during adsorption. A cross section of zeolite13X was loaded onto a custom-built sample tray, as shown in FIG. 16, tomimic the actual geometry of a single zeolite layer in the plannedadsorption bed. The tray was then placed in a vacuum chamber, which wasevacuated to 100 Pa. Then it was exposed to a water vapor pressure of1000 Pa, similar to the expected condition in the ATB system. The heatreleased in the zeolite upon adsorption was then measured using aninfrared camera through a sapphire viewport in the vacuum chamber. Themeasured temperatures were verified using a j-type thermocouple placedinside the zeolite. The resulting temperature profiles are shown in FIG.17.

Valve System for Liquid Cooled Integration into Automotive Systems

Using a liquid coolant, rather than air, can ease fabrication andminimize thermal contact between the adsorbent and evaporator duringsystem discharge. Although the addition of an intermediate heatexchanger adds an additional thermal resistance between the ATB heatpump and the vehicle cabin environment, the liquid cooling scheme hasother advantages beyond a low thermal leak rate. These advantagesinclude 1) using heat exchange structures already present in the vehicle(i.e., heater core and radiator), thereby increasing the volumeavailable for adsorbent in the ATB and streamlining vehicle integration;2) eliminating the bulky and inefficient ductwork between the ATB andcabin; and 3), allowing more flexibility in the shape of the ATB bed, asairflow considerations can be disregarded. The heating and coolingantifreeze routings are shown in FIGS. 18A-18D and 19.

Mass Uptake Calculations

Consolidating the evaporator and condenser to a single structure andeliminating bulky ducting and local air heat exchangers allows morevolume for adsorbent material. As a result, the required mass percentuptake varies with the adsorbent density and acceptable adsorbent sitetemperature as shown in FIG. 20 Error! Reference source not found.

Heat Transfer Calculations

The thermal analysis of the monolithically-integrated bed design bearssome similarity to the analysis of a liquid-cooled multi-vessel system.Adsorbent temperature can be estimated based on assumed radiator andheater core heat exchanger efficiencies. Assumingη_(radiator)=η_(heater-core)=0.9 and four 1 cm diameter adsorbentcoolant pipes, the average coolant temperature in the adsorbent coolingtubes could be kept at approximately 70° C. with an adsorbenttemperature profile on each fin as shown in FIG. 21. This configurationwould require an estimated 40 W of pumping power. FIG. 21 shows theexpected adsorption-site temperature based on these assumptions for fourfins mounted with adsorbents of various thermal conductivities. For thissimulation, volumetric heat generation was assumed to be a constant 126kW/m³, corresponding to an overall heat delivery of 2500 W. Because theheat of adsorption was higher than the heat of evaporation, theadsorbent temperature would likely be higher than shown in FIG. 21during 2500 W cooling operation.

Details of one or more embodiments are set forth in the accompanyingdrawings and description. Other features, objects, and advantages willbe apparent from the description, drawings, and claims. Although anumber of embodiments of the invention have been described, it will beunderstood that various modifications may be made without departing fromthe spirit and scope of the invention. It should also be understood thatthe appended drawings are not necessarily to scale, presenting asomewhat simplified representation of various features and basicprinciples of the invention.

What is claimed is:
 1. An adsorbent bed comprising: a plurality ofplates; a layer including an adsorbent material adjacent to a portion ofat least one plate; and a plurality of passages between the plates. 2.The adsorption system of claim 1, wherein the plates are arranged in astack and hermetically sealed.
 3. The adsorbent bed of claim 1, whereinthe adsorbent material comprises a zeolite, biporous zeolite, or metaloxide framework.
 4. The adsorbent bed of claim 3, wherein the adsorbentmaterial comprises 13X, MCM-41, MFI, VPI-5, MOF-199, Mg-MOF-74, ZIF,MOF-5, MOF-177, or MOF-210.
 5. The adsorbent bed of claim 1, wherein theadsorbent material comprises graphite flakes or carbon nanotubes.
 6. Theadsorbent bed of claim 1, wherein the layer has a thickness in the rangeof about 0.1-20 mm.
 7. The adsorbent bed of claim 6, wherein the layerhas a thickness in the range of about 1-5 mm.
 8. The adsorbent bed ofclaim 1, wherein a first plate comprises a raised perimeter extending ina first direction perpendicular to a top surface of the first plate. 9.The adsorbent bed of claim 8, wherein the first plate further comprisesa plurality of holes arranged along the top surface and a raised portionsurrounding each hole and extending from the plate in a second directionopposite the first direction.
 10. The adsorbent bed of claim 9, whereinthe raised perimeter and the top surface of the first plate defines avolume for receiving the layer.
 11. The adsorbent bed of claim 10,further comprising a second plate similar to the first plate, whereineach raised portion surrounding each hole in the first plate is joinedto each raised portion surrounding each hole in the second plate. 12.The adsorbent bed of claim 1, wherein the plurality of plates form aplurality of internal fins confined within a housing.
 13. The adsorbentbed of claim 12, wherein the housing provides thermal communicationbetween the internal fins and a plurality of external fins.
 14. Aclimate control system comprising: an output of a first adsorbent bedfluidly connected to an input of a condenser; an output of the condenserfluidly connected to an input of a first reservoir; an output of thefirst reservoir fluidly connected to a first expansion valve; the firstexpansion valve fluidly connected to an input of an evaporator; and anoutput of the evaporator fluidly connected to an input of the firstadsorbent bed.
 15. The climate control system of claim 14, furthercomprising: an output of a second adsorbent bed fluidly connected to theinput of the condenser; the output of the condenser fluidly connected toan input of a second reservoir; an output of the second reservoirfluidly connected to a second expansion valve; the second expansionvalve fluidly connected to the input of the evaporator; and the outputof the evaporator fluidly connected to an input of the second adsorbentbed.
 16. The climate control system of claim 14, wherein the firstadsorbent bed configured to become operational upon opening the firstthermal expansion valve, thereby allowing a fluid to pass through theevaporator before entering the first adsorbent bed.
 17. The climatecontrol system of claim 16, wherein the system is configured to allow tothe fluid to pass from the first adsorbent bed through the condenser andthe first reservoir before returning to the first expansion valve. 18.The climate control system of claim 15, wherein the second adsorbent bedis configured to become operational upon opening the second thermalexpansion valve, thereby allowing the fluid to pass through theevaporator before entering the second adsorbent bed.
 19. The climatecontrol system of claim 18, wherein the system is configured to allowfluid to pass from the second adsorbent bed through the condenser andthe second reservoir before returning to the second expansion valve. 20.The climate control system of claim 14, wherein the first adsorbent bedcomprises: a plurality of plates; a layer including an adsorbentmaterial adjacent to a portion of at least one plate; and a plurality ofpassages between the plates.
 21. A method for cooling a vehicle, themethod comprising: releasing a fluid from a reservoir through a thermalexpansion valve; passing the fluid from the thermal expansion valvethrough an evaporator and into an adsorbent bed, thereby causing thetemperature of the evaporator to decrease; and passing air over theevaporator and into a vehicle cabin to cool the vehicle cabin.
 22. Themethod of claim 21, further comprising cooling the adsorbent bed tomaintain the adsorbent bed at an allowable operating temperature. 23.The method of claim 22, wherein the adsorbent bed comprises an adsorbentmaterial comprising 13X, MCM-41, MFI, VPI-5, MOF-199, M_(g)-MOF-74, ZIF,MOF-5, MOF-177, MOF-210, graphite flakes, carbon nanotubes, or acombination thereof.
 24. A method for heating a vehicle, the methodcomprising: releasing a fluid from a reservoir through a thermalexpansion valve; passing the fluid from the thermal expansion valvethrough an evaporator and into an adsorbent bed, thereby causing thetemperature of the adsorbent bed to increase; and transferring heat fromthe adsorbent bed into a vehicle cabin to heat the vehicle cabin. 25.The method of claim 24, further comprising maintaining the temperatureof the evaporator above the freezing point of the fluid.
 26. The methodof claim 25, wherein the temperature of the evaporator is maintainedabove a freezing point of the fluid by providing heat to the evaporatorfrom a heat source comprising ambient air, waste heat, an auxiliaryheater, or any combination thereof.
 27. A method for controlling vehicleclimate, the method comprising: operating a first climate control systemcomprising a first adsorbent bed until a first reservoir of fluid isdepleted; deactivating the first climate control system when the firstreservoir of fluid is depleted and activating a second climate controlsystem comprising a second adsorbent bed; and replenishing the firstreservoir with fluid while the second climate control system isactivated.
 28. The method of claim 27, further comprising: operating thesecond climate control system until a second reservoir of fluid isdepleted; deactivating the second climate control system when the secondreservoir of fluid is depleted; reactivating the first climate controlsystem; and replenishing the second reservoir with fluid while the firstclimate control system is operating.